Airbag cushion exhibiting a low fabric weight factor and simultaneously high available inflation airspace volume

ABSTRACT

An airbag cushion is provided which simultaneously exhibits a very low amount of fabric, which corresponds to an overall low weight of total fabric, utilized to produce the target airbag cushion in correlation to an overall high amount of available inflation airspace within the cushion itself. These correlative elements are now combined for the first time in what are defined as an effective fabric usage index (being the quotient of the amount of fabric utilized in the construction of the airbag cushion and the available inflation airspace volume) and a fabric weight index (being the quotient of the total weight of fabric utilized in the construction of the airbag cushion and the available inflation airspace volume). The inventive airbag cushion must possess an effective fabric usage factor of at most 0.0330 or an effective fabric weight factor of at most 8.0. A cushion exhibiting either such a low fabric usage or low fabric weight factor, or both, and also comprising an integrated looped pocket for the disposition of an inflator can is also provided as well as an overall vehicle restraint system comprising the inventive airbag cushion.

CROSS-REFERENCE TO RELATED APPLICATION

[0001] This application is a continuation-in-part of co-pendingapplication of U.S. patent application Ser. No. 09/364,130, filed onJul. 31, 1999, of Ramesh Keshavaraj for Airbag Cushion Exhibiting LowFabric Usage and Simultaneously High Available Inflation AirspaceVolume. This application is incorporated herein by reference.

FIELD OF THE INVENTION

[0002] The present invention relates to an airbag cushion whichsimultaneously exhibits a very low amount of fabric, which correspondsto an overall low weight of total fabric, utilized to produce the targetairbag cushion in correlation to an overall high amount of availableinflation airspace within the cushion itself. These correlative elementsare now combined for the first time in what are defined as an effectivefabric usage index (being the quotient of the amount of fabric utilizedin the construction of the airbag cushion and the available inflationairspace volume) and a fabric weight index (being the quotient of thetotal weight of fabric utilized in the construction of the airbagcushion and the available inflation airspace volume). The inventiveairbag cushion must possess an effective fabric usage factor of at most0.0330 or an effective fabric weight factor of at most 8.0. A cushionexhibiting either such a low fabric usage or low fabric weight factor,or both, and also comprising an integrated looped pocket for thedisposition of an inflator can is also provided as well as an overallvehicle restraint system comprising the inventive airbag cushion.

BACKGROUND OF THE PRIOR ART

[0003] All U.S. patent cited herein are hereby fully incorporated byreference.

[0004] Inflatable protective cushions used in passenger vehicles are acomponent of relatively complex passive restraint systems. The mainelements of these systems are: an impact sensing system, an ignitionsystem, a propellant material, an attachment device, a system enclosure,and an inflatable protective cushion. Upon sensing an impact, thepropellant is ignited causing an explosive release of gases filing thecushion to a deployed state which can absorb the impact of the forwardmovement of a body and dissipate its energy by means of rapid venting ofthe gas. The entire sequence of events occurs within about 30milliseconds. In the undeployed state, the cushion is stored in or nearthe steering column, the dashboard, in a door, or in the back of a frontseat placing the cushion in close proximity to the person or object itis to protect.

[0005] Inflatable cushion systems commonly referred to as air bagsystems have been used in the past to protect both the operator of thevehicle and passengers. Systems for the protection of the vehicleoperator have typically been mounted in the steering column of thevehicle and have utilized cushion constructions directly deployabletowards the driver. These driver-side cushions are typically of arelatively simple configuration in that they function over a fairlysmall well-defined area between the driver and the steering column. Onesuch configuration is disclosed in U.S. Pat. No. 5,533,755 to Nelsen etal., issued Jul. 9, 1996, the teachings of which are incorporated hereinby reference.

[0006] Inflatable cushions for use in the protection of passengersagainst frontal or side impacts must generally have a more complexconfiguration since the position of a vehicle passenger may not be welldefined and greater distance may exist between the passenger and thesurface of the vehicle against which that passenger might be thrown inthe event of a collision. Prior cushions for use in such environmentsare disclosed in U.S. Pat. No. 5,520,416 to Bishop, issued May 28, 1996;U. S. Pat. No. 5,454,594 to Krickl issued Oct. 3, 1995; U.S. Pat. No.5,423,273 to Hawthorn et al. issued Jun. 13, 1995; U.S. Pat. No.5,316,337 to Yamaji et al. issued May 31, 1994; U.S. Pat. No. 5,310,216to Wehner et al. issued May 10, 1994; U.S. Pat. No. 5,090,729 toWatanabe issued Feb. 25, 1992; U.S. Pat. No. 5,087,071 to Wallner et al.issued Feb. 11, 1992; U.S. Pat. No. 4,944,529 to Backhaus issued Jul.31, 1990; and U.S. Pat. No. 3,792,873 to Buchner et al. issued Feb. 19,1974, all of which are incorporated herein by reference.

[0007] The majority of commercially used restraint cushions are formedof woven fabric materials utilizing multifilament synthetic yarns ofmaterials such as polyester, nylon 6 or nylon 6,6 polymers.Representative fabrics for such use are disclosed in U.S. Pat. No.4,921,735 to Bloch issued May 1, 1990; U.S. Pat. No. 5,093,163 toKrummheuer et al. issued Mar. 3, 1992; U.S. Pat. No. 5,110,666 to Menzelet al. issued May 5, 1992; U.S. Pat. No. 5,236,775 to Swoboda et al.Aug. 17, 1993; U.S. Pat. No. 5,277,230 to Sollars, Jr. issued Jan. 11,1994; U.S. Pat. 5,356,680 to Krummheuer et al. Oct. 18, 1994; U.S. Pat.No. 5,477,890 to Krummheuer et al. issued Dec. 26, 1995; U.S. Pat. No.5,508,073 to Krummheuer et al., issued Apr. 16, 1996; U.S. Pat. No.5,503,197 to Bower et al. issued Apr. 2, 1996 and U.S. Pat. No.5,704,402 to Bowen et al. issued Jan. 6, 1998, all of which areincorporated herein by reference.

[0008] As will be appreciated, the permeability of the cushion structureis an important factor in determining the rate of inflation andsubsequent rapid deflation following the impact event. In order tocontrol the overall permeability of the cushion, it may be desirable touse differing materials in different regions of the cushion. Thus, theuse of several fabric panels in construction of the cushion may prove tobe a useful design feature. The use of multiple fabric panels in thecushion structure also permits the development of relatively complexthree dimensional geometries which may be of benefit in the formation ofcushions for passenger side applications wherein a full bodied cushionis desired. While the use of multiple fabric panels provides severaladvantages in terms of permeability manipulation and geometric design,the use of multiple fabric panels for use in passenger side restraintcushions has historically required the assembly of panels havingmultiple different geometries involving multiple curved seams.

[0009] As will be appreciated, an important consideration in cuttingpanel structures from a base material is the ability to maximize thenumber of panels which can be cut from a fixed area through close-packednesting of the panels. It has been found that minimizing the number ofdifferent geometries making up panels in the cushion and usinggeometries with substantially straight line perimeter configurationsgenerally permits an enhanced number of panels to be cut from the basematerial. The use of panels having generally straight line profiles hasthe added benefit of permitting the panels to be attached to one anotherusing substantially straight seams or be substantially formed during theweaving process using a jacquard or dobby loom. Such a straight seamconfiguration provides a more cost-effective method of producing suchairbags. The term “seam” denotes any manner or method of connectingseparate fabric panels or separate portions of a single fabric panel.Thus, sewing (with thread, for example), welding (with ultrasonicstitching, for example), or weaving panels or portions together (with ajacquard or dobby loom, for example), and the like, may be employed forthis purpose.

[0010] However, even with the utilization of substantially straightseams to produce airbags cushions, a problem still resides in the needfor labor-intensive cutting and sewing operations for large-scalemanufacture. Furthermore, since the costs of producing airbag fabricsare relatively high and there is a general need to reduce such costs,there is a consequent need to more efficiently make use of the fabric bylowering the amount which needs to be cut (cutting operations alsotranslate into higher labor costs), reducing the amount of fabric usedin order to provide substantially lower packing volumes (in order toreduce the size of the airbag modules in cars since available space ondashboards, doors, and the like, are at a premium within automobiles),and reducing the shipping weight of such products (which translates intolower shipping costs), as well as other highly desired reasons. However,it has been problematic to reduce such utilized fabric amounts in thepast without consequently also reducing the available inflation airspacevolume within the cushion product. There is a need then to reduce theamount of time to produce airbag cushions while simultaneously providingthe lowest amount of fabric and simultaneously allow for a sufficientvolume of air (gas) to inflate the target airbag cushion during aninflation event (herein described as “available inflation airspace””).Such a desired method and product has not been available, particularlyfor passenger-side airbags which, as noted previously require greateramount of fabric for larger volumes of air (gas) to provide the greatestamount of protection area to a passenger. With greater amounts of fabricneeded, generally this has translated into the need for longer seams toconnect and attach fabric panels, which in turn translates into greateramounts of time needed for sewing, and the like, operations.Furthermore, there has not been any discussion within the prior art ofthe possibility of simultaneously reducing the amount of the requiredamount of utilized fabric while providing sufficient volumes ofavailable inflation airspace within the target airbag cushion.Additionally, as there is a constant need and drive within theautomobile market to provide vehicles exhibiting the lowest overallweight possible, there is a correlated need to reduce the overall airbagcushion weight without compromising the available inflation airspacevolume. Thus, a need exists to produce high available inflation airspacevolume airbag cushions with minimal fabric utilization and/or fabricweight requirements to manufacture the overall cushion product. As notedabove, the prior art has not accorded any advancements or evendiscussions to this effect.

SUMMARY OF THE INVENTION

[0011] In view of the foregoing, it is a general object of the presentinvention to provide a cost-effective, easy to manufacture airbagcushion for utilization within a vehicle restraint system. The term“vehicle restraint system” is intended to mean both inflatable occupantrestraining cushion and the mechanical and chemical components (such asthe inflation means, ignition means, propellant, and the like). It is amore particular object of the present invention to provide a vehiclerestraint system wherein the target airbag cushion preferably comprisesvery low amounts and/or weights of fabric and/or comprises allsubstantially straight seams to attach its plurality of fabriccomponents together (although as noted above, other configured seams mayalso be used as long the overall required effective seam usage factor ismet). A further object of this invention is to provide aneasy-to-assemble airbag cushion which is minimally labor-intensive tomanufacture, requires much lower fabric costs due to a substantialreduction in the overall requirement of utilized fabric amounts, andwhich also comprises an integrated looped pocket for the disposition ofan inflator can within the airbag cushion. It is still a further objectof this invention to provide a vehicle restraint system comprising anairbag cushion which provides the maximum amount of available inflationairspace volume simultaneously with the lowest length of seam (or seams)and/or the lowest amount of utilized fabric and/or the lowest weight oftotal fabric necessary to manufacture the cushion. Another object of theinvention is to provide a method of making a low cost airbag cushion(due to low levels of labor required to sew the component parts togetherand reduced amount of fabric to manufacture and cut) of simple andstructurally efficient design.

[0012] To achieve these and other objects and in accordance with thepurpose of the invention, as embodied and broadly described herein, thepresent invention provides an airbag cushion having at least one fabriccomponent, wherein said airbag cushion possesses an effective fabricweight factor of less than about 8.0. The effective fabric usage factoris derived from an effective fabric weight index which concerns (and isdefined as) the quotient of the total weight of fabric utilized tomanufacture the airbag cushion (measured in grams) over the total volumeof available inflation airspace within the airbag cushion (measured inliters). In order to exhibit a sufficiently low effective fabric weightfactor, the weight of fabric must be very low with a correspondinglyhigh available inflation airspace volume. Such an airbag cushion maycomprise at least two separate fabric panels or a single panel withportions which require connection (preferably, though not necessarily,through the utilization of at least one substantially straight seam).The inventive bag is able to provide high available inflation airspacevolumes due to the particular configurations of the used fabric panelsor portions. The configurations permit more efficient utilization offabric webs by cutting panels from the webs and producing less waste ofunused fabric. The preferred embodiment is discussed in greater detailbelow.

[0013] The effective fabric weight factor for the inventive airbagcushion then is preferably at most 8.0, more preferably at most about7.70; still more preferably at most 7.5, even more preferably at most7.0, and most preferably lower than about 6.5. Thus, the volume ofavailable inflation airspace within the airbag cushion should be asgreat as possible with the weight of fabric utilized reduced to itsabsolute minimum while still providing sufficient protection to apassenger in an automobile during a collision event.

[0014] A driver-side airbag will generally comprise a low amount ofutilized fabric but also does not provide a correlative high volume ofavailable airspace; and the prior art passenger-side airbags requirelarge amount of fabric. Although the available inflation airspace volumein such passenger-side airbags is rather large, the total amount ofutilized fabric is too large to meet the aforementioned preferredeffective fabric weight factor within that index. The inventive cushiontherefore is relatively easy to manufacture, requires very low sewing,or similar type, attachment operations of its fabric panel components,requires very low amounts of fabric, but is also configured to providean optimum large amount of available inflation airspace for maximumprotection to a passenger during a collision event.

[0015] The present invention also provides an airbag cushion possessingthe required effective fabric usage factor which also comprises a loopedpocket for introduction of the inflator can of an inflator assembly. Inthe most preferred embodiment includes two mirror-image body panelsections two substantially straight seams along corresponding lateralboundary edges. Any boundary segments of the body panels which are notjoined to one another are joined around the perimeter of a, preferably,rectilinear panel by a series of short, substantially straight seams.Such a configuration thereby forms a looped pocket in the airbag as wellas an overall inflatable cushion structure. The airbag itself need notbe created from two mirror-image body panel sections as anyconfiguration of fabric panels will function properly in this inventionas long as a three-dimensional inflatable cushion is formed during aninflation event and a looped pocket is created in the airbag in whichthe at least the inflator can of an inflator assembly is disposed.

[0016] Additional objects and advantages of the invention will be setforth in part in the description which follows, and in part will beobvious from the description, or may be learned by practice for theinvention. It is to be understood that both the foregoing generaldescription and the following detailed description of preferredembodiments are exemplary and explanatory only, and are not to be viewedas in any way restricting the scope of the invention as set forth in theclaims.

BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings, which are incorporated in andconstitute a part of this specification, illustrate several potentiallypreferred embodiments of the invention and together with the descriptionserve to explain the principles of the invention wherein:

[0018]FIG. 1 is an aerial view of a portion of a fabric web with linesindicating the specific preferred locations for cutting to form two setsof fabric panels to manufacture two separate inventive cushions, eachfor the inclusion within a vehicle restraint system configured within amodule which is stored substantially vertically.

[0019]FIG. 2 is an aerial view of a preferred cut fabric panel withsecond and third smaller preferred cut panels connected thereto.

[0020]FIG. 3 is an aerial view of the connected preferred cut fabricpanels showing the first folding step in producing the mouth portion ofthe target cushion.

[0021]FIG. 4 is an aerial view of the connected preferred cut fabricpanels showing the second folding step in producing the mouth portion ofthe target cushion.

[0022]FIG. 5 is an aerial view of the connected preferred cut fabricpanels showing the third folding step in producing the mouth portion ofthe target cushion as well as the entire connected fabric panelcomposite folded over and connected to itself.

[0023]FIG. 6 is an aerial view of the preferred cut fabric front panelof the target cushion.

[0024]FIG. 7 is a front view of the finished target cushion showing thepreferred front panel and the substantially straight seams connectingthe front panel to the remaining preferred cut fabric panels.

[0025]FIG. 8 is a side view of the finished, unfolded, and non-inflated,target cushion.

[0026]FIG. 9 is a cut-away side view of a vehicle for transporting anoccupant illustrating the deployment of an inflatable restraint cushionwithin a vehicle restraint system according to the present invention.

[0027]FIG. 10 is an aerial view of a portion of a fabric web with linesindicating the specific preferred locations for cutting to form two setsof fabric panels to manufacture two separate inventive cushions, eachfor the inclusion within a vehicle restraint system configured within amodule which is stored substantially horizontally.

[0028]FIG. 11 is an aerial view of a preferred cut fabric panel withsecond and third smaller preferred cut panels connected thereto.

[0029]FIG. 12 is an aerial view of the connected preferred cut fabricpanels showing the first folding step in producing the mouth portion ofthe target cushion.

[0030]FIG. 13 is an aerial view of the connected preferred cut fabricpanels showing the second folding step in producing the mouth portion ofthe target cushion.

[0031]FIG. 14 is an aerial view of the connected preferred cut fabricpanels showing the third folding step in producing the mouth portion ofthe target cushion as well as the entire connected fabric panelcomposite folded over and connected to itself.

[0032]FIG. 15 is an aerial view of the preferred cut fabric front panelof the target cushion.

[0033]FIG. 16 is a front view of the finished target cushion showing thepreferred front panel and the substantially straight seams connectingthe front panel to the remaining preferred cut fabric panels.

[0034]FIG. 17 is a side view of the finished, unfolded, andnon-inflated, target cushion.

[0035]FIG. 18 is a cut-away side view of a vehicle for transporting anoccupant illustrating the deployment of an inflatable restraint cushionwithin a vehicle restraint system according to the present invention.

[0036]FIG. 19 is an aerial view of a portion of a fabric web with linesindicating the specific preferred locations for cutting to form two setsof fabric panels to manufacture two separate inventive cushions, eachwhich provide means for an integrated mouth to form a pocket for thedisposition of an inflation can therein.

[0037]FIG. 20 is an aerial view of a preferred cut fabric panel withsecond and third smaller preferred cut panels connected thereto.

[0038]FIG. 21 is an aerial view of the connected preferred cut fabricpanels showing the entire connected fabric panel composite folded overand connected to itself.

[0039]FIG. 22 is an aerial view of the preferred cut fabric front panelof the target cushion.

[0040]FIG. 23 is a front view of the finished target cushion showing thepreferred front panel and the substantially straight seams connectingthe front panel to the remaining preferred cut fabric panels.

[0041]FIG. 24 is a top view of the finished, unfolded and non-inflated,target cushion.

[0042]FIG. 25 is a side view of the finished, unfolded and non-inflated,target cushion including the integrated mouth structure for thedisposition of an inflation can therein.

[0043]FIG. 26 is a cut-away side view of a vehicle for transporting anoccupant illustrating the deployment of an inflatable restraint cushionwithin a vehicle restraint system according to the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0044] Reference will now be made in detail to potentially preferredembodiments of the invention, examples of which have been illustrated inthe accompanying drawings. It is to be understood that it is in no wayintended to limit the invention to such illustrated and describedembodiments. On the contrary, it is intended to cover all alternatives,modifications and equivalents as may be included within the true spiritand scope of the invention as defined by the appended claims andequivalents thereto.

[0045] Turning now to the drawings, wherein like elements are denoted bylike reference numerals throughout the various views, in FIG. 1 there isshown a fabric web 10, wherein eight fabric panels to be cut 12, 14, 16,18, 20, 22, 24, and 26 have been outlined. Also, specific fabric piecesto be removed and slits 28, 30, 32 within the two largest fabric panels12, 14 are outlined as well. The fabric web 10 in this specific examplecomprised nylon 6,6, 630 denier yarns, woven on a jacquard loom into afabric 10 comprising 41 picks by 41 ends per inch.

[0046] In FIG. 2, two smaller preferred fabric panels 16, 18 have beenconnected to one preferred large fabric panel 12 by substantiallystraight seams 34, 36, 38, 40. The composite fabric structure now hastwo small fabric portions 39, 41 uncovered by the two smaller fabricpanels 16, 18. The free space 30 remains and an imaginary straight line42 denotes the future fold line within the fabric composite of thefabric panels 12, 16, 18.

[0047] In FIG. 3, tie-rods 42, 44 have been placed over the small fabricportions 39, 41 parallel to the seams 38, 40, and the fabric portions39, 41 have been folded back in a manner to form a right angle at thepoint of contact between the two portions 39, 41.

[0048] In FIG. 4, the small fabric portions 39, 41 have been folded overonce again and seams 35, 37 have been produced to connect the fabricportions 39, 41 to themselves and to the smaller fabric panels 16, 18.The folded over fabric portions 39, 41 provide reinforcement in order towithstand inflation pressures at the mouth opening of the cushion.

[0049] In FIG. 5, the fabric panel 12 has been folded over imaginaryline 42 (in half) leaving one smaller fabric panel 16 in view (the otheris not illustrated as it is now located on the bottom portion of fabricpanel 12 directly beneath smaller fabric panel 18). A seam 46 connectsfabric panel 12 to itself and also connects the smaller fabric panels16, 18 both to the larger panel 12 and to themselves. Upon unfolding ofthe connected composite, the non-connected ends of the panel 12 willform the same shape as the front panel 24 of FIG. 6. FIG. 7 then showsthe seam 48 needed to sew the non-connected ends of the large panel 12(of FIG. 5), and FIG. 8 provides a side view of the finished cushion 50after all the connection through seams 38, 42, 34, 46 have been made.

[0050]FIG. 9 shows a fully deployed inflatable restraint cushion 50 inopposing relation to an occupant 52 located on the front seat 54 of avehicle 56 such as an automobile, airplane, and the like. As shown, thecushion 50 may be outwardly deployed from the dash panel 57 through aninflation means 58 from a position directly opposite the occupant 52. Itis to be understood, however, that the cushion 50 may likewise bedeployed from any other desired location in the vehicle 56 including thesteering wheel (not illustrated), the vehicle side panels (notillustrated), the floor (not illustrated), or the backrest of the frontseat 54 for disposition in opposing relation to a rear passenger (notillustrated).

[0051] In FIG. 10 there is shown a fabric web 110, wherein eight fabricpanels to be cut 112, 114, 116, 118, 120, 122, 124, and 126 have beenoutlined. Also, specific slits 128, 129, 130, 32 within the two largestfabric panels 112, 114 are outlined as well. The fabric web 110 in thisspecific example comprised nylon 6,6, 630 denier yams, woven on ajacquard loom into a fabric 110 comprising 41 picks by 41 ends per inch.

[0052] In FIG. 11, two smaller preferred fabric panels 116, 118 havebeen connected to one preferred large fabric panel 112 by substantiallystraight seams 144, 146, 148. The composite fabric structure now has twosmall fabric portions 131, 150, 152 uncovered by the two smaller fabricpanels 116, 118. An imaginary straight line 142 denotes the future foldline within the fabric composite of the fabric panels 112, 116, 118,which is noticeably off-center in order to ultimately allow for the bagto be deployed at an angle from a horizontally disposed dashboard (notillustrated).

[0053] In FIG. 12, tie-rods 153, 155 have been placed over the smallfabric portions 150, 152 and have been folded back over the tie-rods153, 155 as shown, folded again, as in FIG. 13, and connected tothemselves by seams 152, 156. The folded over fabric portions 150, 152provide reinforcement in order to withstand inflation pressures at themouth opening of the cushion.

[0054] In FIG. 14, the fabric panel 112 has been folded over imaginaryline 142 leaving one smaller fabric panel 116 in view (the other is notillustrated as it is now located on the bottom portion of fabric panel112 directly beneath smaller fabric panel 118). A seam 158 connectsfabric panel 112 to itself and also connects the smaller fabric panels116, 118 both to the larger panel 112 and to themselves. Upon unfoldingof the connected composite, the non-connected ends of the panel 112 willform the same shape as the front panel 124 of FIG. 15. FIG. 16 thenshows the seam 159 needed to sew the non-connected ends of the largepanel 112 (of FIG. 14), and FIG. 17 provides a side view of the finishedcushion 160.

[0055]FIG. 18 shows a fully deployed inflatable restraint cushion 160 inopposing relation to an occupant 162 located on the front seat 164 of avehicle 166 such as an automobile, airplane, and the like. As shown, thecushion 160 may be outwardly deployed from the dash panel 167 through aninflation means 168 from a position directly opposite the occupant 162.It is to be understood, however, that the cushion 160 may likewise bedeployed from any other desired location in the vehicle 166 includingthe steering wheel (not illustrated), the vehicle side panels (notillustrated), the floor (not illustrated), or the backrest of the frontseat 164 for disposition in opposing relation to a rear passenger (notillustrated).

[0056] In FIG. 19 there is shown a fabric web 210, wherein eight fabricpanels to be cut 212, 214, 216, 218, 220, 222, 224, and 226 have beenoutlined. Also, specific fabrics pieces to be removed and slits 228,230, 232 within the two largest fabric panels 212, 214 are outlined aswell. The fabric web 210 in this specific example comprised nylon 6,6,630 denier yams, woven on a jacquard loom into a fabric 210 comprising41 picks by 41 ends per inch.

[0057] In FIG. 20, two smaller preferred fabric panels 216, 218 havebeen connected to one preferred large fabric panel 212 by substantiallystraight seams 234, 236, 238, 240. An imaginary straight line 242denotes the future fold line within the fabric composite of the fabricpanels 212, 216, 218.

[0058] In FIG. 21, the fabric panel 212 has been folded over imaginaryline 242 (in half) leaving one smaller fabric panel 216 in view (theother is not illustrated as it is now located on the bottom portion offabric panel 212 directly beneath smaller fabric panel 218). A seam 244connects fabric panel 212 to itself and also connects the smaller fabricpanels 216, 218 both to the larger panel 212 and to themselves. Uponunfolding of the connected composite, the non-connected ends of thepanel 212 will form the same shape as the front panel 224 of FIG. 22.FIG. 23 then shows the seam 252 needed to sew the non-connected ends ofthe large panel 212 (of FIG. 21), and FIG. 24 provides a top view of afinished cushion 246 and FIG. 25 provides a side view of a finishedcushion 250 after all the connection through seams 234, 244, 248 havebeen made.

[0059]FIG. 26 shows a fully deployed inflatable restraint cushion 260 inopposing relation to an occupant 262 located on the front seat 264 of avehicle 266 such as an automobile, airplane, and the like. As shown, thecushion 260 may be outwardly deployed from the dash panel 267 through aninflation means 268 from a position directly opposite the occupant 262.It is to be understood, however, that the cushion 260 may likewise bedeployed from any other desired location in the vehicle 266 includingthe steering wheel (not illustrated), the vehicle side panels (notillustrated), the floor (not illustrated), or the backrest of the frontseat 264 for disposition in opposing relation to a rear passenger (notillustrated).

[0060] These specific configurations and shapes provide the lowestoverall fabric usage as compared to the available inflation airspacevolume. Specific measurements for each inventive cushion manufactured inthis configuration (but with different amounts of fabric utilized) arefurther described in Table 2, below.

[0061] Each of the panels utilized in these preferred embodiments may beformed from a number of materials including by way of example only andnot limitation woven fabrics, knitted fabrics, non-woven fabrics, filmsand combinations thereof. Woven fabrics may be preferred with wovenfabrics formed of tightly woven construction such as plain or panamaweave constructions being particularly preferred. Such woven fabrics maybe formed from yarns of polyester, polyamides such as nylon 6 andnylon-6,6 or other suitable material as may be known to those in theskill in the art. Multifilament yarns having a relatively low denier perfilament rating of not greater than about 1-4 denier per filament may bedesirable for bags requiring particular good foldability.

[0062] In application, woven fabrics formed from synthetic yams havinglinear densities of about 40 denier to about 1200 denier are believed tobe useful in the formation of the airbag according to the presentinvention. Fabrics formed from yams having linear densities of about 315to about 840 are believed to be particularly useful, and fabrics formedfrom yams having linear densities in the range of about 400 to about 650are believed to be most useful.

[0063] While each of the panels may be formed of the same material, thepanels may also be formed from differing materials and or constructionssuch as, without limitation, coated or uncoated fabrics. Such fabricsmay provide high permeability fabric having an air permeability of about5 CFM per square foot or higher, preferably less than about 3 CFM persquare foot or less when measured at a differential pressure of 0.5inches of water across the fabric. Fabrics having permeabilities ofabout 1-3 CFM per square foot may be desirable as well. Fabrics havingpermeabilities below 2 CFM and preferably below 1 CFM in the uncoatedstate may be preferred. Such fabrics which have permeabilities below 2CFM which permeability does not substantially increase by more than afactor of about 2 when the fabric is subjected to biaxial stresses inthe range of up to about 100 pounds force may be particularly preferred.Fabrics which exhibit such characteristics which are formed by means offluid jet weaving may be most preferred, although, as noted previously,weaving on jacquard and/or dobby looms also permits seam productionwithout the need for any further labor-intensive sewing or weldingoperations.

[0064] In the event that a coating is utilized on one or more materialpanels, neoprene, silicone urethanes or disperse polyamides may bepreferred. Coatings such as dispersed polyamides having dry add onweights of about 0.6 ounces per square yard or less and more preferablyabout 0.4 ounces per square yard or less and most preferably about 0.3per square yard or less may be particularly preferred so as to minimizefabric weight and enhance foldability. It is, of course, to beunderstood that aside from the use of coatings, differentcharacteristics in various panels may also be achieved through the useof fabrics incorporating differing weave densities and/or finishingtreatments such as calendaring as may be known to those in the skill ofthe art.

[0065] While the airbag cushions according to the present invention havebeen illustrated and described herein, it is to be understood that suchcushions may also include additional components such as shape definingtethers, gas vents, and the like as may be known to those in the skillof the art.

[0066] With regard to comparable airbag cushions, the following tablepresents comparative seam usage factors for other well known andcommercially available airbag cushions. The labels used are those usedwithin Standard & Poor's DRI, a well known publication which denotesmany different types of products offered for sale to the automotiveindustry. TABLE 1 Fabric Usage Index Factors for ComparativeCommercially Available Airbag Cushions Total Weight Available InflationS&P DRI of Fabric Used Airspace Volume Fabric Weight Number (gm)(“C”)(L)(“B”) Factor (C/B) GM-C4 1082.66 95.00 11.396 W202 1050.90 129.008.147 GM4200 941.49 90.00 10.461 414T 1053.27 128.00 8.229 CY 1050.90128.00 8.2109 CF 1095.67 128.00 8.560

[0067] The 414T and CF bags listed above are tilted cushions for use inconjunction with relatively horizontal dashboards. The others are usedin conjunction with substantially vertically configured dashboards.

[0068] Generally, an airbag module manufacturer or automobilemanufacturer will specify what dimensions and performancecharacteristics are needed for a specific model and make of car. Thus,airbag inflation airspace volume, front panel protection area(particularly for passenger-side airbag cushions), and sufficientoverall protection for a passenger are such required specifications. Incomparison with those commercially available airbag cushions listedabove, the inventive airbag cushions which meet the same specifications(and actually exceed the overall passenger protection chacteristicsversus the prior art cushions) but require less fabric, less fabricweight, less seam length for sewing operations, and thus costappreciably less than those competitive cushions. The dimensions andfabric weight factors for the inventive bags (which compare with thosein Table 1, above, directly, and as noted) are presented below intabular form: TABLE 2 Fabric Usage Index Factors for Inventive AirbagCushions in Correlation to the S&P DRI Numbered Airbag CushionsRequiring Similar Dimensions and Performance Characteristics CorrelatedBags Total Weight Available Inflation by S&P of Fabric Used AirspaceVolume Fabric Weight DRI Number (gm)(“C”) (L)(“B”) Factor (C/B) GM-C4582.08 95.00 6.127 W202 600.51 129.00 4.655 GM4200 574.18 90.00 6.380414T 632.12 128.00 4.938 CY 547.84 128.00 4.280 CF 632.12 128.00 4.938

[0069] Clearly, the inventive bags, which possess the same availableinflation airspace volume and front fabric panel area as the comparativeprior art commercially available cushions (bags), require much less inthe way of total fabric utilization, which thus correlates into overallmuch lower effective fabric usage factors. Furthermore, as noted above,in standard crash tests, these inventive bags (cushions) eitherperformed as well as or outperformed their commercially available, moreexpensive, counterparts.

[0070] While specific embodiments of the invention have been illustratedand described, it is to be understood that the invention is not limitedthereto, since modifications may certainly be made and other embodimentsof the principals of this invention will no doubt occur to those skilledin the art. Therefore, it is contemplated by the appended claims tocover any such modifications and other embodiments as incorporate thefeatures of this invention which in the true spirit and scope of theclaims hereto.

What I claim is:
 1. An airbag cushion having at least one fabriccomponent, wherein said airbag cushion possesses an effective fabricweight factor of at most 8.0.
 2. The airbag cushion of claim 1 whereinsaid airbag cushion possesses an effective fabric weight factor of atmost about 7.70.
 3. The airbag cushion of claim 2 wherein said airbagcushion possesses an effective fabric weight factor of at most about7.5.
 4. The airbag cushion of claim 3 wherein said airbag cushionpossesses an effective fabric weight factor of at most about 7.0.
 5. Theairbag cushion of claim 4 wherein said airbag cushion possesses aneffective fabric weight factor of less than about 6.50.
 6. The airbagcushion of claim 1 wherein said airbag cushion comprises a looped pocketinto which an inflator can may be disposed.
 7. The airbag cushion ofclaim 7 wherein said airbag cushion further comprises tie-rods.
 8. Theairbag cushion of claim 1 wherein said airbag cushion comprises at leasttwo fabric components connected by at least one seam.
 9. A vehiclerestraint system comprising the airbag cushion of claim
 1. 10. A vehiclerestraint system comprising the airbag cushion of claim
 2. 11. A vehiclerestraint system comprising the airbag cushion of claim
 3. 12. A vehiclerestraint system comprising the airbag cushion of claim
 4. 13. A vehiclerestraint system comprising the airbag cushion of claim
 5. 14. A vehiclerestraint system comprising the airbag cushion of claim
 6. 15. A vehiclerestraint system comprising the airbag cushion of claim
 7. 16. A vehiclerestraint system comprising the airbag cushion of claim 8.